Fuel saving device for internal combustion engines



March 24, 1936. A. w. KUSHINSKY 2, 5,

FUEL SAVING DEVICE FOR INTERNAL COMBUSTION ENGINES Filed April 26, 1935 4 JJ J Patented" 24, 1936 UNITED STATES PATENT OFFICE FUEL SAVING Davida FOR INTERNAL COMBUSTION enemas a Arthur W. Kushinsky, Chicago, Application April 26, 1935, Serial No. 18,;

Claims.

Among the objects of my invention are to cre-. ate an automatic, attachable device adapted to be added to any internal combustion engine for saving fuel consumption; to supply such a struc- 5 ture which may also act as a safety means, and

v such other objects, advantages and capabilities as will later more fully appear and which are inherently possessed by my invention.

While I have shown in-the accompanying Fig. 1 is a diagrammatic figure showing my' invention mounted in place on an automobile engine and the electrical circuit shown thereon; Fig. 2 is a longitudinal cross-section of my invention; and Fig. 3 is a plan section takenon the line 3-3 of Fig. 2.

, 1 The embodiment selected to illustrate my invention may be added to any form of internal combustion engine as for example that of an automobile. In Fig. 1 I show the floor boards I0 and .the cowl ll through which passes the clutch pedal. .I2 of an ordinary automobile. Preferably underneath the floor boards of the car is located a battery l3 having a wire 14 grounded to the frame of the car at l5. At the opposite side of the battery l3 a wire It leads to contact springs H which are fixed to the floor boards In by suitable means such as bolts l8 and insulated therefrom. The contact springs I'I areclosed when the clutch pedal l2 is in clutch 5' engaged position. Leading from the contact springs I1 is another wire i9 leading'to second contact springs 20, which springs are fixed by suitable fastening means 21 to a bracket which is attached to the carburetor bolt 22 and in- 40 sulated therefrom. When the accelerator rod 23 is in released position the contacts of contact springs 20 are closed by the adjustable stop ,24 on accelerator rod 23. Leading from com tact springs 20 a wire 25 leads -to one side of 45 the-solenoid winding 26 so that electrical current may pass through the winding of said solenoid 21 to the otherside 28 of the solenoid to locking contact spring 29, said locking contact spring being insulated by suitable insulating ma- I 50 te a1 and from looking contact spring. 29 to wir 30 which leads to contact screw- 3!, which is suitably insiilated from vacuum unit 33,

When a high vacuum is created in the manifold 32 the vacuum unit 33 is operated making 55 contact at '31 which compIetesEthe circuit, (vacu .um unit 33 is. grounded to the motor, and the motor is grounded to the frame) energizing the solenoid 2l'which operates the plunger 34 raising the same so that locking spring 23 makes so "contact on. a washer or the-like 34a of said plunger 34 to establisha secondary'circuit locking the solenoid in the operated position. A

bolt 35 isfixed into the plunger 34 and has a protruding. head 36 extending downwardly below the bottom of said plunger and travels with- 5 in a yoke 31. When the plunger 34 travels up wardly the bolt 36 likewise continues upwardly within yoke 31. When linkage is taken up in yoke 31' valve 38'will follow upwardly andexpose an opening 39 of the chamber 40 leading into the manifold 32.

In use let us assume that the driver is using a speed of some, 30 miles per hour and desires to take his foot off the accelerator pedal 52 and slow down. create a high vacuum 'in the manifold'which would cause a sucking of gas into the manifold o, and thence into the motor which would result in great waste.-

In my structureinstead of this gas going into 20 I the manifold, when the operator takes his foot oil the accelerator air instead of gas is admitted into the manifold. The contact springs 20 are closed so that the circuit is prepared for contact 3| to complete the secondary circuit and 25 the operation of vacuum unit 33 completes said circuit and actuates the solenoid so as to raise the plunger 34 and the valve 38 to permit air coming in through ports 4| into my chamber 40 connecting with the manifold. 30

In use it is also apparent that as soon as the foot of the operator again moves the accelerator that the contact springs 20 will be automatically operated and the circuit to the solenoid 2'! will be broken restoring valve 38 to normal closed po- 35 sition,, whereupon gas will be fed from the carburetor to the motor. On the other hand as an added safety feature, if the operator does not touch the accelerator or the clutch, air continues tobe drawn into the motor, so that in time it will 40 die.. This is important where the operator is suddenly incapacitated, and will result in saving of life and property.

It will be further noted that the vacuum unit 33 is preferably encased for protection in keeping contacts clean and workable. Said casing 42 comprises a plate 43 secured to coupling 44. by 7 means of screws 45 and having at its outer end a ring 46 suitably secured thereto, and housing or covermember 41- which will slip over said ring I 48. In the wall of said housing 41 is a slot to slip over hollow nipple 49. The nipple 49 and Ordinarily this operation would saving device adapted to be .attached to the manifold of said internal combustion engine comprising a wire leading from the electrical source of supply to a set of contact springs 5 adapted to close when the clutch pedal of the internal combustion engine'is in clutch engaged position, a wire leading,from said set of contactsprings to a second set of contact springs indirectly attached to and insulated from the carburetor of the internal combustion engine, an

adjustable stop on the accelerator rod of the internal combustion engine for closing said second set of contact springs when the accelerator rod is in released position, a solenoid, a wire leading from the second set of contact springs to the side of said solenoid so that electrical current may pass through the solenoid to the other side thereof to a locking contact spring, a wire leading from said contact spring to a contact screw, a chamber communicating with plete the circuit, so that upon an operator of the internal combustion engine removing pressure on the accelerator pedal a high vacuum is created in the manifold causing the vacuum unit to complete the circuit by contact with said contact screw, and thereby energizing the solenoid so that the locking contact spring makes contact with the plunger to'establish a secondary circuit and raise the plunger and its attached valve off the opening of the chamber thereby admitting air instead of gas into said chamber and thence 40 into the manifold, but upon the operator of the internal combustion engine again' applying pressure to the accelerator, the contacts will be broken, permitting the plunger to fall so that the valve closes the opening of the chamber against 5 the admission of further air.

2. In combination with an internal combustion engine and an electrical source of supply, a fuel saving device adapted to be attached to the manifold of said internal combustion engine 50 comprising an air intake structure having a plu rality of air inlet ports and a chamber communicating with said manifold, said chamber having an opening, a valve controlling said opening so as to allow or prevent the admission of air there- 55 in, means adapted to move said valve to close said opening when the accelerator of the internal combustion engine is actuated, and to expose said opening'when the accelerator is released, including a solenoid operatively connected with 00 said valve, an electric circuit adapted to energize said solenoid, and a vacuum unit adapted upon the creation of -a high vacuum .caused by the release of the accelerator to contact said solenoid through electrical conductors and actuate the 5 solenoid to 'open the valve, until pressure again applied on the accelerator breaks the circuit and returns the valve to closed position.

i 3. In combination with an internal combustion engine and an'electricalsource of supply, a 70 fuel saving device adapted to be attached to the manifold of said internal combustion engine comprising an air intake structure, a vacuum unit, a solenoid, said airjintake structure having "v a plurality offiairports and a chamber communicating with the manifold of the internal combustion engine, a valve adapted to normally close said chamber, and prevent the admission of air therein, said valve connected to a plunger, an electrical conductor connecting the electrical source of supply with the solenoid and thence 5 to a contact screw adjacent the vacuum, unit, so that upon the operator removing pressure from the accelerator a high vacuum is created and. causes the vacuum unit to make contact with the contact screw and complete the circuit and 10 energize the solenoid thereby causing it to raise the plunger and carry the valve off the chamber and cause air to pass into the chamber and thence into the internal combustion engine, a

locking contact spring attached adjacent the 15 solenoid and insulated therefrom, said valve being held above the chamber by the solenoid being locked in operated position by the locking contact spring until the operator resumes pressure upon the accelerator thereby breaking the g0 circuit, de-energizing the solenoid and causing the plunger to fall and the valve to close the chamber and preventing the admission of air therein and thence into the internal combustion engine. g

4. In combination with an internal combustion engine and an electrical source of supply, a fuel saving device adapted to be attached to the manifold of said internal combustion engine comprising an air intake structure having a plu- 3n rality of air inlet ports and a chambercommunicating with saidmanifold, said chamber having an opening, a valve controlling said opening so as to allow or prevent the admission of air therein, said valve attached to a plunger, 3;, means adapted to move said valve to close said opening when the accelerator of the internal combustion engine is actuated, and to expose said opening when the accelerator is released, including a solenoid operatively connected with 40 said plunger, an electric circuit adapted'to energize said solenoid, and a vacuum unit adapted upon the creation of a high vacuum caused by the release of the accelerator to contact said solenoid through electrical conductors and actuate the solenoid to instantly actuate said plunger to open the valve until pressure again applied on the accelerator breaks the contact and instantly lowers the plunger and returns the valve to closed position.

5. In combination with an internal combustion engine and an electrical source of supply, a fuel saving device adapted to be attached to the manifold of said internal combustion engine comprising an air intake structure having a plurality of air inlet ports and a chamber communicating with said manifold, said chamber having an opening, a valve controlling said opening so as to "allow or prevent the admission of I air therein, said valve attached to a plunger, means adapted to move said valve to close said opening when the accelerator of the internal combustion engine.is actuated, and to expose said opening when the accelerator is released, including a solenoid operatively connected with said plunger, an electric circuit adapted to energize said solenoid, and a vacuum unit adapted upon the creation of a high vacuum caused by the sudden release of the accelerator to contact said solenoid to instantly actuate said plunger to open the valye, said device constructed so that a gradual release of the accelerator will not create ahigh vacuum so as to operate the vacuum unit and open said valve, ARTHUR w. rzcsnmsxr. 

